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Turn performance and flight maneuvers
Published in Mohammad H. Sadraey, Aircraft Performance, 2017
This expression includes two important ratios, namely, thrust-to-weight ratio (T/W) and lift-to-drag ratio (L/D). Thus, the load factor is equivalent to the multiplication of thrust-to-weight ratio and lift-to-drag ratio. Any change in these two ratios will result in variations of the load factor. If the engine thrust remains constant at its maximum value, the producible load factor will reach its absolute maximum value (nmax-max), when the aircraft has its maximum lift-to-drag ratio (L/D)max: () nmaxmax=(TmaxW)(LD)max
Introduction to Dynamical Systems Theory
Published in Nandan K. Sinha, N. Ananthkrishnan, Advanced Flight Dynamics with Elements of Flight Control, 2017
Nandan K. Sinha, N. Ananthkrishnan
Hence, plot the track of Hopf bifurcations in (a, b) parameter space. Physically, what does it mean in terms of loss of damping of the phugoid mode as a function of thrust-to-weight ratio and (inverse of) lift-to-drag ratio?
High-Temperature Thin Films and Coatings
Published in Sam Zhang, Jyh-Ming Ting, Wan-Yu Wu, Protective Thin Coatings Technology, 2021
Xingang Luan, Xingmin Liu, Yuchang Qing
However, YSZ-based TBCs typically suffer from poor phase stability of only up to 1200°C, which seriously limit the high requirement for the high thrust-to-weight ratio and the fuel efficiency.
Heat transfer enhancement of rotating wedge-shaped channels with pin fins and Kagome lattices
Published in Numerical Heat Transfer, Part A: Applications, 2020
Yang Li, Beibei Shen, Hongbin Yan, Sandra K. S. Boetcher, Gongnan Xie
The design of aircraft engines involves increasing the thrust-to-weight ratio while maintaining a high thermal efficiency. From the perspective of thermodynamics, the goal is to increase the gas inlet temperature of the turbine and increase the pressure ratio of the compressor [1]. If the engine size remains unchanged, the thrust of the engine can be increased by about 10% for every 55 °C increase in the inlet temperature [2]. Recent research shows that the inlet temperatures can reach as high as 2000 K [3], which exceeds the melting temperature of the turbine blade. To guarantee the turbine blade can work normally under a high-temperature environment without exploring advanced heat-resistant materials, the development of advanced cooling technologies is also a very effective method for enhancing the comprehensive performance of the engine. In the turbine blade of an aircraft engine, the high-temperature gas flows from the leading edge to the trailing edge, which develops from laminar to fully developed turbulence. This results in strong heat transfer enhancement at the outer wall of the trailing edge, making the heat dissipation on the trailing edge very important.
The correlation between structure, multifunctional properties and application of PVD MAX phase coatings. Part III. Multifunctional applications
Published in Surface Engineering, 2020
The development of efficient aeroengines and the improvement of existing ones has focused mainly on the reduction of the specific fuel consumption, with the aim of reducing CO2 emissions. As it is known that the performance (fuel efficiency and thrust-to-weight ratio) of an engine is directly proportional to engine operating temperature it is necessary to use materials with increased high-temperature capabilities and extremely lightweight structures.